Automatic heat-control device



Dec. 11, 1928.

. F. N. NUTT AUTOMATIC HEAT CONTROL DEVICE Filed Oct. 21, 1926 gwm'nfozFm! 72 ji /f Patented Dec ll, i928. marten FRANK l\T. NUTT, OF FLINT,MICHIGAN, ASSEGNOB TO A C SPARK PLUG COMPANY, OF FLINT, MICHIGAN, ACOMPANY- OF MICHIGAN.

AUTOMATIC HEAT-CONTROL DEVICE.

Application filed October 21, 1926.

This invention relates to internal combustion engines and moreparticularly to an automatic control for the fuel heating system andengine cooling system.

Internal combustion engines of the type commonly used for propellingautomobiles are most efiicient when they reach a certain warmth. Coolingsystems are provided to prevent overheating and maintain the engine at adesired temperature for maximum efficiency. It is also the practice toheat the explosive fuel mixture, for starting purposes, especiallyduring cold weather, when the volatility of the liquid hydrocarbon iscomparatively low.

it is among the objects of the present invention to automaticallycontrol the circulation of cooling medium, whereby the engine reaches,in a comparatively short period, a proper temperature for maximume'liiciency and thereafter maintains such temperature uniform, and toalso provide means for heating the combustible fuel mixture to assist inits volatiliZat-ion and for the regulation of such. heating meansaccording to engine thermal conditions. Other incidental objects willclearly appear from the following specification and the accompanyingdrawing, illustrating a preferred embodiment of the invention, whereinFigure 1 is a side elevation of a portion of an explosive engine with myinvention applied thereto; Figure 2 is a vertical sectional view of theautomatic control, located in the cooling system; and Figure 3 is atransverse section taken on line 33 of Figure 2.

Referring to the drawing, the internal combustion engine is indicated bythe numeral 1, having driving connection with a. fan 2 for drawing airthru the cooling radiator 3. Engine cooling systems are usually either athermo-siphon or pump type, the pump type being most preferred is hereillustrated as consisting of a pump l, which draws the cold water orother cooling medium from the bottom of the radator thru a hoseconnect-ion 5, forcing it up thru the hollow motor block, absorbing heatas it passes around the several cylinders, and then thru the outlet hoseconnection 6, to the top of the radiator 23, where the heat is dispelledas the cooling medium drops to the bottom for recirculation.

In the form shown in the drawing, the outlet hose 6, instead of beingconnected directly to the head of the motor, communicates with SerialNo. 143,191.

the water jacket thru the housing 7 Located within the housing 7 is athermo-sensitive element 8, which may be of the well known expa-nsiblebellows type, carrying an upwardly extending shaft or stem 9, projectingoutside or beyond the top of the housing. A circular ribbed disc iscarried by the stem 9 and forms a. closure or valve to control thecirculation of cooling medium. That is, when the engine is cold, thebellows is contracted, as shown in Figure 2 and the valve 10 preventscirculation. Upon engine operation, the cooling medium soon takes up theheat developed by the explosions, and at a predetermined temperature thevalve 10 opens under expansion of the thermostatic bellows 8, toaccordingly permit the circulation.

Under influence of engine suction, explosive fuel mixture is drawn froma. carburetor 11 thru a suitable induction passageway or intake chamberor manifold 12 leading to the several cylinders. Surrounding the intakepassageway 12, there is preferably located a heating chamber or hollowcasing 13 communicating with the exhaust chamber or manifold 14 forspent gases, as shown by the broken away portion in Figure 1. Anoscillating valve 15 is pivoted in the exhaust manifold to deflect thehot exhausted gases downwardly into the heating chamber 13 and aroundthe intake passage 12, from whence they return to the exhaust manifoldbeyond the valve 15. The path of such hot gases, when the valve is inits vertical deflecting position, is indicated by the small darts, andit will be seen that their contact with the sides of the intakepassageway, insures a more complete combustibility of the fresh gasesflowing therethru. Secured to the shaft of the valve 15, is the lever 16connected by a link 17 to the rock lever 18 which is pivoted to thehousing 7 and has one end bearing on the top of the stem 9. The otherend of the lever 18 is provided wit-h an eye 19 surrounding the link 17and transmits the expansion of the thermostat 8, by compressing thespring 20 against the nut 21 on the link to move the valve 15 toward ahorizontal position shown in dotted lines. The yielding connection thusformed permits a further expansion of the thermostat after the movementof the valve 15 is arrested, until the valve 10 rests against the seat22, as shown by dotted lines.

From the above description, it'will be apparent, that thethermostatically controlled Valves, operating in unison, insure a smoothoperating motor from the start. Upon starting a cold engine, the fullvalue of the exhaust gas heat is utilized by deflecting such spent gasesaround the intake passageway. At the same time, the cooling systemcirculation be ing stopped, the engine soon heats up, which acts on thethermostat to control the circulation for maintaining the engine at aproper bemperature. By the time the engine becomes warm, the completedeflection of hot gases will not longer be necessary, and underinfluence of the thermostat, the deflection will be gradually decreasedas the engine w rms up. It will be understood, however, that the heatingchamber is always in communication with the exhaust manifold, thedeflection occurring merely when the engine is cold, in order that thefuel heating system will be effective in the least possible time. Afterthe heating chamber once becomes effective, its communication with theexhaust manifold, without deflection, is sufficient to maintain auniform temperature for heating the fresh gases.

Having described my invention I claimi 1. In combination, a hollowcasing member adapted to be inserted in the circulatory cooling systemof an internal combustion engine, a thermo-sensitive element locatedwithin said casing, a valve carried by said element to control fluidflow thru the circulatory tem in accordance with the temperatureconditions therein, a housing surrounding the engine intake conduit andhaving constant communication with the engine exhaust conduit, a movabledeflector plate in said housmg, and an operable connection between saidthermo-sensitive element and said deflector plate whereby the deflectionof exhaust gases into the housing is controlled in accordance withtemperature conditions within said cooling system.

2. In combination, a hollow casing member adapted for insertion in thecirculatory cool ing system of an internal combustion engine, athermo-sensitive element located within said casing, a reciprocatoryshaft carried by said element and extending beyond the wall of thecasing, a valve fixed on said shaft and controlling the flow of coolingfluid thru the casing in accordance with the position of said shaft, ahousing surrounding the engine intake conduit and having constantcommunication with the engine exhaust conduit, a pivoted deflector plateassociated with said housing to deflect exhaust gases therein, and alost motion connection between said deflector plate and saidreciprocatory shaft for moving the deflector plate to vary the extent ofde flection of exhaust gases into the housing and which permitscontinued movement of said shaft after the plate has been moved to onelimit of its movement.

3. The combination set forth in claim 2, wherein said lost motionconnection includes a pivoted rocker arm hearing at one end on the endof the reciprocatory shaft a motion transmit-ting rod slidablyprojecting thru an eye formed in the opposite end of said rocker arm,and a spring carried by said rod on which the said opposite end of therocker arm bears.

In testimony whereof I affix my signature.

FRANK N. NUTT.

